morris



(No Model.) 3 Sheets-Sheet 1..

G.. W. MORRIS.

MACHINERY FOR OPERATING STEAM PLOWS.

No. 385,520. Patented July 3, 1888.

Messes. Ifzlfenor.

(No Model.) 3 Sheets-Sheet 2..

G. W. MORRIS.-

MAGHINERY POR OPE-RATING STEAM FLOWS.

N0. 385,520. Patented July 8, 1888.

N. Pains. Pmmumngmpher. wnhimm n. c.

(No`Mode1.) l 3 Sheets-Sheet 3.. G. W. MORRIS.

MACHINERY POR OPERATING STEAM FLOWS. A N0. 885,520. A l Patented July 3,1888.

NITED STATES PATENT Trice.

GEORGE W. MORRIS, OF BRANTFORD, ONTARIO, CANADA, ASSIGNOB TO ALFREDWATTS, OF SAME PLACE.

MACHINERY FOR OPERATlNG STAM-PLOWS.

SPECIFICATION forming pari: of Letters Patent No. 385,520, dated Tuly 3,1888.

Application filed October 20, 1887. Serial No. 252.912.

To aZZ whom, t may concern:

Be it known that I, GEORG-n WTLLTAM MOR- Ris, of the city of Brantford,in the county of Braut, in the Province of Ontario, Canada,manufacturer, have invented certain new and useful Improvements inMachinery for Operating Steam-Flows, of which the following is aspecification. i

The object of the invention is to provide simple, cheap, and effectivemachinery for a steam-plow operated by an engine, which may be adapted,when desired, to the various uses to which an agricultural engine isrequired to be put, and whereby all the advantages of the double-euginesystem of steam-plow tackle may be secured Without any of itsdisadvantages, and which can be utilized in either the single or doubleengine system, as well as in drawing the plow by direct traction, insuch a manner that all the objections applicable to the direct tractionand double-engine systems are entirely overcome.

By my improvements 'great strength and rigidity are secured for thevarious operative parts, as well as a means for applying the power ofthe engine in the several directions required when operating by eitherthe single or double engine system of steam-plowing; and theseimprovements consist, essentially, in placing the winding-drum on themain axle adjoining one of the road-wheels and operated by gearingdriven from the crank-axle, and suitable means for readily throwing thedriving-gear for the road-wheels, as well as for the winding-drum, intoand out of gear, and a grooved pulley placed under the boiler to receivethe plow-rope from the winding-drum and change the direction of the pullwhen plowing with two engines.

Figure 1 is a side elevation, some of the parts being removed or brokenaway. Fig. 2 is an end elevation, partly in section. Fig. 3

is a plan showing` gearing and the mode of operating same. Fig. 4 is aside elevation with wheels, gearing, 85o., removed, indicating thegear-ings for crankshaft, counter-shaft, main axle, and other operativeparts. Fig. 5 is a det-ail of my positive and friction clutch oncrankshaft for operating the road-wheels. Fig. 6 is a top plan view ofmy posit-ive and friction clutch.

In the drawings like letters and numerals of (No model.)

reference indicate similar parts in the various figures.

In Fig. l, B2 is the boiler, and B3 the firebox, and C is the cylinderin which the piston works. B are the guide-bars for the crosshead, and 3the connecting-rod, and 2 the crank on the crank-shaft I. Theguide-bars, the cylinder-cover, and main bearing-piece C are a singlecasting, which affordsbearings for the crank-shaft, as more fullyillustrated in Figs. 3 and 4. B is the fiy-wheel on the crankshaft.

Dis the saddle-bracket bolted to the firebox and main bearing-piece O,and which affords bearings for the divided counter-shaft H andwheelV,which operates the friction-clutch N N. (Vide Figs. 3, 4, and 5.)

In Fig. 4 the bearing V for shaft of wheel Vis shown bolted to thesaddle-bracket D, and the manner of placing the saddle-bracket D on thelire-box B, to which it is bolted for the purpose of supporting inposition the main bearing-piece O and boxbearings for the crank shaft,is shown more particnlarlyin this figure.

M indicates the position of spur-wheel on counter-shaft.

K is one ot the road-wheels, with spokes broken out and hub removed soas to view the winding-drum L, one of the rims 9, between which the ropeis wound having been removed.

L is the hub for drum L, a portion of covering-plate Z2 being brokenaway so as to View the holes Z, formed in the drum-hub, adapted toreceive the bolting-pins for road-wheel. This drum-hub L is keyed ontothe main axle E,and on it the windingdrum L is adapted to revolve whenactuated by the gearing. (Vide also Figs. 2 and 3.)

a is the plow-rope wound on the drum, and here shown passing over thegrooved pulley A, and thence passing at an angle to the plow when thedouble-engine system of plowing is adopted. Fordireet traction thisgrooved pulley A is of course not required. This pulley A is preferablyused in a nearly horizontal position,as shown, and is placed near to andin front of the fire-box and immediately under the boiler, and hasbearings for its shaft A3 in the socket Awhich is bolted to the bottomof the boiler, and the bracket A', which has two legs spread apart andbolted. to the fire- ICO 6o ...hereinafter under Fig. 5,@and caused toparboX, the bearing-collar for the shaft being at the apex of thistriangular-shaped support.

At is a guard rigidly attached to the collar a3, fixed to the shaftA3,on Which the wheel A is adapted to revolve. This guard is for the`purpose of preventing the rope t 'from falling ont of the groove inwheel A, should the rope a become slaekened np; it may be furtherstrengthened or held in position by the rod or wire a, connecting itwith the bottom of the boiler. It is lipped at al and has a shoulder,as, which acts as agnide for the rope into the groove of wheel A.

In Fig. 2,the end elevation, the relative positions of the crank-shaftI, divided countershaft II, and main aXle E,are more fully illustrated,the crank-axle being slightly to the front of the counter-shaft whilethe countershaft is vertically over the main axle, as seen in Fig. 1.,In this view the pinion-wheel F on crank-shaft is shown in gear with thespurwheel M on the divided counter-shaft, and ready to operate thewindiug-drun'i. Vhen this pinion F is in gear and causing thewinding-drum toA revolve, the pinion-wheel Nz is not clutched by thefriction or positive clutch, (indicated at the right of the shaft, andmore fully specified hereinafter under Fig. 5.)

F is a collar formed ou the end of the pinion-wheel F, and adapted tocarry the end of the shifting-lever F2, (shown in Fig. 3,) which movesthe pinion-wheel F along the shaft on the feather-key f intoand out ofgear with spur-wheel M.

When the engine has taken up the desired position, and it is required towind the drum so as to draw the plow, the pinion-wheel F is thrown intogear with the spur-wheel M and the engine started. The spur-wheel Mbeing caused to revolve, carries with it the pinion M,which isfastenedonthe spur-wheel M. The teeth on the pinion M mesh with the teeth on theperiphery of the driving gear-wheel L2, which may be bolted on orrigidly att-ached to the drum, as shown, by bolts m, and drives thisgear-wheel L2, which carries the drum `round on the hub L, which iskeyed to the main axle. Suitable flanges, z, are formed on the hub ofthe drum, overlapping the flange of the hub L, so as to prevent theentrance of sand and grit between the faces of the hub on the drum andthe hub L.

Vhen itis desired to cease winding the plowrope a, the pinion F isthrown out of gear with the spur-wheel M by the shifting-lever F2 andmoved along the feather-keyj" toward the Iiywheel B. Vlien the engine isto be moved ahead and the road-wheels driven, the pinionwheel F beingthrown out of gear, the pinionwheel N2 is thrown into clutch, asspecified take of the motion ot' the crank-shaft I. The teeth onpinion-wheel N2 meshing with the teeth on the driving spur-wheel M3 onthe divided eounter-shaft causes it to revolve, carrying with it thepinion-wheel Iformed or east on its face. This pinion-wheel I mesheswith the driving gear wheel J for road-wheel IU, which communicates itsmotion by means of pin K, which passes through the hub of the.road-wheel K3, engaging in a hole formed in the hub of this largergear-wheel J, which is keyed fast to main axle E, and therebyconimunieates its motion to the main axle. The main axle E, revolvingthrough its bearingboXes E', carries with it the hub L', on which thewinding-drum revolves, and the bol'tingpin K2, passing through a hole inthe hub K of road-wheel into one of the holes in the hub L', causes theroad-wheel K to partake of the motion of the drum-hub L. It' it isdesired to turn sharp to the left or right, the piu K can be removedfrom the. road-wheels K or Ki during the operation of turning, andreplaced when it is desired to move ahead. The mode of supporting theboxes C3 for the crank-shaft on the saddle-bracket D,whieh is bolted tothe boiler, is shown, as well as the bearings Il?, (having collars 00,)for the divided countershaft II. This counter-shaft His divided in thecenter and is composed ot' two pieces. Each piece has formed at its endthe rings h', adjoining each other in the box H, which affords bearingsfor the inner ends of this divided eounter-shaft, the collars or rings hworking in grooves formed in the box II, so v as to prevent lateralinotion. It can thus be seen that the spur-wheel M on this dividedcounter-shaft H, which drives the windingdrum, can be drivenindependently ofthe spurwheel M3,which drives the road-wheels. One wheelmay be at rest while the other is working. This bearing II for the endsof the divided counter-shaft H is bolted to the face of the fire-box B3in the boiler.

In Fig. 3, which is a plan showing the parts, as seen from above, A isthe grooved pulley, (shown alsoin Fig. 1,) indicating theposition of theplow-rope a when the double-engine system is employed, the engine beingready to move ahead in a direction of about a right angle to the line ofdraft as each furrow is conipleted. The various letters indicate thelocation of the various parts shown in the other figures. The positionof the mechanism for operating the friction and positive clutches isalso shown, (vide also Fig. 5,) V being the wheel for operating thefriction-clutch lever, having bearings for the shaft o on top of thefire-box, V V2 heilig the mitered gear-wheels which move the screw-shaftV3 through the pivoted nut NV on the screw-shaft. By turning the wheel Vthe screw-shaft moves the end of the lever V, which is pivoted at r onthe standard,which is bolted to the saddle-bracket D. The end of thislever V'l is forked and pivoted on trunnions o, formed on a collar onthe male clutch N', and adapted to move the male clutch N against thefemale clutch N, as desired, by moving the wheel V. This forms thefriction-clutch, which is used when the engine is on different ground,so as to take any sudden strain off the parts of thc engine when theroad-wheels are started to move the en- ICO.

IOS

gine ahead, the positive clutch,which is formed by the lock-bolts O,entering holes n, formed in the female clutch N, as more fully describedhereinafter under Fig. 5. When the engine is moving ahead freeiy,thepositive clutch may be thrown in and used alone, or it may be used inconjunction with the friction-clutch if so desired.

In Fig. 4, C is the main bearing-piece which forms the cylinder-cover,guide-bars for crosshead, and bearings for crank-shaft. It is supportedand attached to the top of boiler or fire' box, as indicated, bybrackets 4 and 5.

D is the saddle bracket, preferably of wronghtviron, which is bolted tomain bearingpiece C and t-he fire-box B3, and affords bearings H2 forthe divided counterfshaft II. The outer dotted circle, x, indicates theposition of collar .fc (eide Fig. 2) behind this bracket D, which isshown bolted on the near side of the firebox.

G is the gussetpiece, which is bolted to the inside ofthe saddle-bracketD, on the far side of the fireAboX. The bearing Yfor box of main a-XleIE on the near side is omitted. The gusset piece G extends downwardlyand is bolted to the bearing for main axle E, and is a strengtheningpiece. The main support for the bearing E for the main axle is theiron bracket E2, which is bolted to the tirehoXBa, and is shown indotted lilies as it is on the far side of tire box, holding` the box Ein position. The position of these boxes E is more clearly indicated byreferring to Fig. 2, cach box being supported by a bracket, E2, boltedto each side of lire box. The saddle bracket D affords bearings for theshaft o, to which the wheelV for operating the frictionelutch isattached. The position of this shaft n on top of the tirebox B3 andunder the crank-axle I is also shown. The standard R for the positiveand friction clutches is set out at right angles to the saddle-bracket Dfrom one ofthe bolt-holes in the top thereof.

Fig. 5, the detail of the positive and friction clutch, indicates themode of operation. The standard R, which is made of two pieces ofbar-iron, is Vbolted on at right angles to the saddle-bracket D, fromone ofthe upper boltholes, (shown in Fig. 4,) and carries pivotedthereon at r and lr the friction clutch lever V* and positive-clutchlever Q for lock-bolts O. The inode of operating the friction-clutch hasalready been indicated, the male clutch-piece N being forced down intothe female clutchpiece N by moving` the pivoted nut )V along thescrew-shaft V by revolving the wheel V, (eide also Figs. 3 and 4,) andis released from clutch by revolving the wheel Vin a contrary direction.The positiveclutch lever Q is made 0f two bars bowed out into a circularform near the center and pivoted on the trunnions pi on the movablecollar P, which is adapted to slide up and down on the spindle p, formedat the end ofthe crank-shaft l. The rod Tis pivoted at p4 to theleverarm for lock-bolts Q near the handle end thereof, and the other endof the rod T passes through a hole in the saddle-bracket D. At p5 thereis a small collar formed on the rod T, against which a halfring, si,formed on the latch S, is adapted to engage when the lock-bolts O aremoved out of gear with the holes u in the female clutchpiece N. There isa nut, p6, formed at the inner end of this rod, and a spiral spring, s,has bearings against this nut p, the saddlebracket D beingineompression,when as shown in this figure, and the lock-bolts O are ontof the holes n in the female elutchpiece. There is also another smallspiral spring, s', attached to the latch S near the knob, and to thesaddle-bracket D, holding thelatch down against the rod T, and causingit to spring back after being raised. )Vixen it is desired to throw thepositive clutch into action, the latch S, which is hinged atsz, israised up, releasing the collar p5, and the rod T is drawn inwardly bythe action of the springs, thus drawing down the handle end of the leverQ, causing the movable collar P to move inwardly. Connected with thiscollar l? is the head-piece p2, (vide also Fig. 6,) which carries thelockbolts O, the enlarged ends of which are adapted to move throughrecesses formed in the female clutch-piece N. As the male clutch-piece Nis keyed onto the crank-shaft I and pai-takes of its motion, when thelever-arm Q is drawn inwardly by releasing the spring s when the latch Sis raised, the loekbolts O are shot into the holes a, formed in thebottom of the female clutch-piece N, and grip it. On the bottoni of theAfemale clutch-piece N is formed the pinion N2, which thus partakesofthe motion of the male clutclrpiece N, and actuatcs the driving-gearfor the roadwheels.

When it is desired to disengage the positive clutch, the latch S isslightly raised and the handle h on the lever Q is pushed ont. Then thecollarp5 has passed outside the latch S, the said latch is dropped andengages by the action of t-hc springs s s with the eollarp5 011 the rod"I, holding the positive clutch in position out of gear. The mode ofaction of the fric' tioncluch operated by the lever-arm lV, which ismoved by the action of the screw-shaft V3, being sufiiciently apparentfrom what has been already specified, need not further be enlarged on.

Fig. nbeinga top view of pai-tof the clutching apparatus, t-he differentletters indicate the position of the several paris.

When the double-engine system of steamplowing is utilized, the groovedpulley A, located under the boiler, serves lo direct the draftrope a tothe plow in the required direction, the engine being caused to moveforward as each furrow is completed.

By my improvements in gearing and attachments the stealnplow engine mayhe utilized in another and novel manner, so as to secure directtract-ion, as follows: The rope being wound on the drum and the end ofit attached to the plow, the engine may be moved ahead, leaving the plowstationary, the rope nnwind- IIS ing from the drum as the engineadvances, and l'or the purpose of regulating the speed with which therope is unwound a frictionbrake may be applied to the windingdrum. /Vhenthe engi nearrives atasuitable place and on firm ground and is thenfixed iirrnly in position, the pinion-w h eel on the crankshaft maybethrown into gear with the gearing which aetuates the winding drum, therope wound up by the power ofthe engine, and the plow drawn up to it.The engine may then again advance as before and repeat the operation.The winding-drum being on the same axle as the roadl wheels, securesgreat rigidity and strength for my steam-plow, besides rendering itpossible to dispense with a large amount of expensive gearing, which isnecessary when the windingdrum is placed, as is usually the ease, underthe boiler ofthe engine, the multiplication of the old style of gearingcausing loss ofvpower, weakness, liability to accidents, andconsiderable expense.

What l claim as my invention is- 1. The combination, with the main axleE and the hub L, keyed thereto, ofthe windingdrum L, rotatable on saidhub, the crankshaft I, thepinion F thereon, and an operative connectionbetween said pinion and d rn m, substantially as described.

2. The combination of the hub L, keyed to the main axle E and havingholcsl formed therein to receive bolt-pin K2, road-wheel K, and thewinding-drum L, having lianges z formed on its hub, andthe drivinggear-wheel L2, driven by gearing actuated by the pinionwheel F, keyed tothe crank axle I, substantially as specified.

3. The combination ofthe hub L, keyed to the main axle E, havingbearings E', holes Z, formed in hub L', bolt-pin K2, road-wheel K, andthe windingdrum L, the driving gearwheel L, the pinion-wheel M, formedon spurwheel M, the divided counter-shaft II, the

' pinion-wheel F, and crank-axle I, substantially as described andspecified.

4. The combination ofthe hub L, keyed to the main axle E, the windingdrum L, driving gear-wheel L2, pinion-wheel M', formed on spur-Wheel M,the divided counter-shaft H, and the pinion-wheel F, secured to thecrankaxle I and adapted to be thrown into and out of gear with thespur-wheel M on divided countershaft by lheshifting-lever F',substantially as specified.

5. The combination of the pinion-wheel N2, adapted to be clutched so asto partake of the motion ofthe crank-axle I, the spur-wheel Mi on thedivided cou1'1tersl1at't, thepinion I, driving gear-wheel J, road-wheelK3 on the main axle E, and the pin K, passing through a hole in the hubof the driving gear-wheel J, substan tially as specilied.

f 6. The combination of the pinion-wheel N2, the clutch N N, crank-axleI, the actuatinggear, the road-wheel K3, pin K2, main axle E, the drumL, keyed to the main axle and having holes Z, and the pin K2, whichpasses through the hub K of the wheel K, substantially as specified.

7. The combination of the main bearingpiece C, formed on the head of thecylinder and rigidly attached to the {ire-box, having gnidebars for thecross-head of piston-shaft and bearing for crank-axle I, formed thereon,the saddle-bracket D, alfording bearings for the divided counter-shaftII, the gusset-piece G, and the bearing E', main axle E, and bracket E2,substantially as specified.

8. The combination, with the female clntch piece N and the pinion N2,which actuates driving-gear for road Wheels, of the male el atcb-piece ipivotall y attached to the lever V", which is pivoted 011 the standardR, suitably supported on machine, the .pivoted nut W, screw-shaft V,adapted to be actuated by niitered gearing V and V2, and rod o, which isalso adapted to revolve in suitable bearings formed in the lire-box,substantially as specified.

9. The combination, with the rod T, pivotally connected to the handleend, of positiveclutch lever Q, lock-bolts O, the eollarsp5 and p formedon said rod, the spring sand spring s', having suitable bearings, andthe hinged latch S, having half-collar s formed thereon and adapted toengage With the eollarp5 formed on rod when thelock-bolts are disengagedfrom the female elutelrpieee N, substantially as specified.

10. The combination, with the rod T, pivotally connected to the handleend, ofthe positive-clutch lever Q, lock-bolts O, clutch-piece N, withholes formed therein, and the spring s, having suitable bearings on theend of said rod and body of the niachhine, and adapted to throw thelock-bolts O into the holes u, formed in the base of the femaleclutch-piece N, when the hinged latch S is raised from the collar p5, soas to release said spring s while the male cl utcl1-piece N is revolvingon the crank-shaft I, to which it is rigidly attached, substantially asspecied.

11. A steam-plow in which the windingdrum which operates the plow isadapted to revolve on a hub formed on the main axle for road-wheels andcontiguous to one of said wheels and operated independently of saidroad-wheels by suitable gearing driven by the crank-axle, in combinationwith a grooved pulley placed near to and in front ofthe firebox andimmediately under the boiler of the engine, and over which groovedpulley the rope to the plow from the winding -drum passes, substantiallyas described, and for the purpose specified.

Toronto, July 12, 1887.

GEORGE W1 MORRIS.

In presence of- Otras. B. VA'rfrs,

Roer. BURBIDGE, JOHN G. RIDOUT.

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